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conditions and then, still rolling with considerable
velocity while exiting onto a high speed
taxiway, nearly collided with an aircraft taking
off on the adjacent parallel. He stated:
“The problem is that you arrive at the conflict
point immediately after landing due to the
proximity of the … [adjoining runway].”
The combined “Intersecting” and “Parallel”
runway classifications accounted for over threefourths
of the incidents in this review.
9L
27R
9R
27L
Configuration No Factor
Finally, there are situations where Runway
Configuration is not considered a factor in the
incident. An aircraft that penetrates the active
runway on the taxi-out from the gate is typical
of this incident category. The lowest number of
ground conflict incidents were found in this
category.
Practices
Signs
It was clearly evident in the narratives that,
whether familiar or unfamiliar with the airport
layout, flight crews relied heavily on the airport
signage system to guide their progress through
the complexities of interconnected, crisscrossing
taxiways and runways.
“ … ground instructed us to taxi via [taxiway]
Papa to Runway 32L, on 32 hold short of
[taxiway] Golf. No problem … as both the
Captain and I have been based at the aerodrome
for several years…. I asked the
Captain if he knew where ‘Golf’ was. He
replied that he had no idea of where it was,
but would continue taxiing on Runway 32
until he saw a sign. I told him I’d have a look
at the airfield diagram. He relied, ‘Don’t
bother with that,’ and continued taxiing.
While I was
heads-down digging out, and figuring out the
airport diagram, we taxied past Golf, across
28C (an active runway), and stopped short of
taxiway Charlie on Runway 32.”
7
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ASRS Directline Summer 1992 17
This reporter sums up:
“Factors: The Captain continued to taxi when
unclear of [the] route. Complete lack of signs
or other guidance on aerodrome. No sign at
taxiway Golf or Charlie [was] visible from
Runway 32 [while] taxiing southeast bound.
First Officer should have had airport diagram
page open and available, but did not
due to familiarity and usual routine at [the]
‘home ’drome.’ ”
And from other reporters:
“I had been to XYZ [airport] only three times
in the previous three weeks and was depending
heavily on visual clues such as signs and
taxi or hold lines.”
“No aircraft should be cleared to taxi on a
runway … unless hold short lines, prominent
markings, and signs are displayed at intersecting
runways, as are displayed
on taxiways.”
“If taxi operations are going to be conducted
on runways with crossing runways, then
having yellow hold signs on the runway could
help.”
Other reporters suggested an alternative
remedy. They ruefully concluded that instead of
continuing to taxi while looking for signs, they
“ … should have stopped and looked at the
charts.”
Endless Pavement
At some airports, pilots erred at least in part
due to a lack of visual cues on wide expanses of
paved surfaces. Ramp areas, inner/outer
taxiways, and active runways merged into a
single and puzzling “concourse of un-colored
asphalt and concrete.”
“All the taxiways had grass islands between
them. They were subsequently torn out and
paved over, so all there is now is threequarters
[of a] mile of concrete ocean with
low-contrast yellow pavement
markings over light concrete.”
The Hazards of “Hold Short of the Runway” Instructions
B. FLIGHT CREW ERRORS
In incidents where flight crew error was considered
the primary contributor to the problem,
several causal patterns were identified. These
categories included communication problems, loss
of positional awareness, distraction, and finally,
situations in which the flight crew may not have
sufficiently compensated for conditions of reduced
visibility.
Communication
Controller/pilot miscommunication reports could
be attributed to misunderstanding of what was
intended or said by the controller; failure to read
back critical instructions; and simply not hearing
instructions directed to the cockpit. Clearance
misinterpretations and neglected readbacks were
typically pilot problems, while the “didn’t hear”
phenomenon could often be attributed to inopportune
　
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